Vehicle occupant support

ABSTRACT

Arrangements for safety and comfort in vehicles.

SUMMARY

The present invention provides a new structure and passenger transportparadigm for accommodating passengers in a vehicle with particularattention paid to safety, utility and provides new features for utility.

FIELD OF INVENTION

The present inventions provide a new structure and passenger transportparadigm for accommodating passengers in a vehicle with particularattention paid to safety, utility and comfort.

SUMMARY

The Drawings illustrate embodiments of the inventions. These featuresand more are described below. The invention relates to the referencedfiled applications.

BRIEF DESCRIPTION OF DRAWINGS 101 - Stairs 102 - Leg Rest - retractableor pivoted. 103 - Seat Bottom 104 - Seat back 105 - Support Structure106 - Arm Rests 107 - Actuator for seatback and bottom actuation. 108 -Lateral support for head under crash loadings 109 - handle for egressand ingress 110 - Staggered Upper tier accomodates egress ingress oflower tier. 111 - Front edge inclined to the Sleeper direction for theAisle direction 112 - Actuator Shaft 113 - Seat Back Pivot 114 - Fixedsupport for seatback pivot 115 - Pivotal support tor actuator 116 - SeatBack to Seat Bottom pivotal connection 117 - Slider slot for Seat bottomfront slide (may be a non-linear profile) 118 - Sliding pin, roller orslide attached to seat bottom guided by slot 119 - Seat Bottom 120 - LegRest - retractable in this embodiment (may also be pivotally supportedto pivot down) 121 - Seat back support 9-1 - tube 9-2 - pivots 9-3 -flare 9-4 - support housing 9-5 - cable 9-6 - “piston” surface that cancompress shock absorber (9-7) 9-7 - Shock absorbingcrushable/compressible element 9-8 - body of CRS 01 - Headrest 02 -Headrest pivot support 03 - Headrest pivot support link 04 - HeadrestPivot support - forward pivot 05 - Headrest Pivot support - rear pivot06 - Headrest support (attached to vertical movement mechanism or fixedto seat) 07 - Attachment means to vertical movement mechanism or fixedseat. 08 - Edge of shoulder plate - (engages notch on headrest Pivotsupport link) 09 side of shoulder plate 10 - Hip Plate side section 11 -Harness Pass though slot 12 - Shock Pad - Compressible and deformablesupport material (eg foam) 13 - Connection section between left andright parts of the shoulder plate 14 - Hip plate back section 15 -Support shell of the child seat 16 - Cross section varies to providedifferential resistance to occupant. If rotation is desired rearsections will have a narrower cross section 17 - The inner face of theshock pad may be contiguous by increasing the cross sections to meet atthe surface. 20 - Connection between extending or deforming sections21 - Extending or deforming section 22 - Attachment slot for harnesstensioning section of webbing 23 - Attachment slot for each of the twoharness sections for the child. 24 - Rivet (only 2 shown) 25 - fractureelement 1 26 - Fracture element 2 27 - Fracture element 3 28 - RivetHole for Fracture element 1 29 - Rivet slot for Fracture element 2(shorter than for Fracture element 3)\ 30 - Rivet slot for Fractureelement 3 (longer than for Fracture element 2) 31 - Support holes forRivets 32 - Friction elements secured by rivets under tension. 33 -crush system housing cylinder 34 - Crush system 35 - cable with endstops 36 - Support flange of r crush system housing cylinder 37 -harness strap upper plate 38 - support flange for cable support 39 -harness strap lower plate 40 - Piston 41 - Section 1 of structure 42 -section 2 of structure 43 - connector with pins 44 - Buckling element1001 - Latch tension lever 1002 - Latch carrier 1003 - Latch carrierbrace 1004 - Top Brace 1005 - Front Brace 1006 - SupportShell/Outershell 1007 - attachment screw 1008 - Attachment screw holes1009 - Aperture for rotating latch (to face up from rear facing to frontfacing and vise versa) 1010 - Plugs to engage sockets on Latch carrierbrace 1011 - Aperture for Latch body end for attachment 1012 - EngagingSockets for plugs on Top Brace and Front Brace 1013 - Plugs to engagesockets on Latch carrier Brace 1014 - Latch tension assembly 1015 -Pivot for Latch carrier Brace 1016 - Latch Pivot Tension tube 1017 -Cable Nipple (cable not shown but attached to both latches and threadedthrough nipple and over the pulley. 1018 - Pulley Access Slot 1019 - CamPin 1020 - Cam Thumb Nut 1021 - Cam assembly pulley 1022 - Cam TensionBar Threaded for Cam Thumb Nut 1023 - Access hole for cable 1024 -Access slot for Pulley (alternate attachment of Latch cam assembly onthis end of Tube 1025 - Pin 1030 - Harness loop hooks 1031 - Fractureneck 1032 - Tension webbing hook 1033 - Deforming sections 1034 - LinkSections 1035 - Separated sections to allow lateral movement whilestretching 1036 - Section Supports 2001 - Harness slots 2002 - Releasecatch 2003 Right half - Chest plate 2004 - Left half - Chestplate 2005 -chin support surface 2006 - access aperture of r catch on chest plate2007 - Chin rest 6001 - Resistance plate 6002 - Washers 6003 - “T” Bar6004 - Rivet 6005 - deforming fingers under load - section 1 6006 -deforming fingers under load - section 2 6007 - Harness Tighteningwebbing hook (similar arrangement can be used for the Tether as well)6008 - Left and Right Harness webbing hooks (may be a single hook orloop in some embodiments for harness, tether and either of these or abolt hole for a car seat belt support) 6009 - aperture to adjust initialdeformation on loading 6010 - recess for matching washer that deformsthe resistance plate 6011 - deforming sections between slots - Section 1spacing and size 6012 - - deforming sections between slots - Section 2spacing and size 6013 - Bolt hole or support hook for auto seat belt6014 - Bolt holes for attaching to vehicle 7-1001 - Head Rest Assembly7-1002 - Inner Shell 7-1003 - Outer Shell/frame 7-1004 - Outsideaircushions 7-1005 - Foot rest/Front Brace (5-1005) 7-1006 - Latchassembly 7-1007 - Frame assembly 7-1008 - Support legs for inner shellon frame 7-1010 - Brace arm 7-1011 - Brace - lock 7-1012 - Central pivotsupport (hinge sections not shown) 7-1013 - Central Pivot rod/Tethersupport 7-1014 - Brace: Latch assembly to central pivot rod (tensilesupport brace shown. Can also be a compression enabled brace) 7-1015 -Recess for Latch tension assembly on frame body 7-1016 - Pivotted latchhousing (front facing and rear facing positions possible) 7-1017 - holeon frame body for latch housing in front facing mode. 7-1018 - holes onfoot rest/front brace for attaching latch housing for rear facing seatmode. 7-1019 - holes on frame for attaching latch housing for rearfacing seat mode 7-1020 - Multiple adjustment positions for foot rest inforward facing mode. 7-1021 - rod for securing foot rest/front brace.7-1022 - Aperture on latch carrier for securing in front facing position(rod for securing not shown) 7-1023 - Aperture on frame body forsecuring in front facing position (rod for securing not shown) 7-1024 -Tether support aperture. 7-1025 -Torsion brace tube - for support ofmain shock strip (rear aperture engages pivot rod 7-1013) 7-1026 -Cavity for Torsion brace tube 7-1027 - Aperture for rod engaging themain shock strip. 7-1028 - Support beam on Outershell/frame for mainshock strip support 7-1029 - Brace beam for Brace arm and lock on outershell/frame. 7-1030 - Inner Shell body 7-1031 - Elevated support forcross support strip (strip not shown (elevation ensures no contact withheadrest adjustment assembly) 7-1032 - Headrest 7-1033 - Brace plate forheadrest with apertures for harness and apertures for supporting stapleswith fasteners to headrest. 7-1034 - Man shock strip 7-1035 - Bracesection (attached to main shock strip) 7-1036 - Slots for staple legs toreach brace plate for headrest. 7-1037 - Bunge sling 7-1038 - Staplesattached to adjuster tube and to brace plate through slots in innershell body 7-1039 - adjuster plates for headrest adjustment mechanism7-1040 - Latch - normal position (engages slot in brace section atdifferent heights of headrest) 7-1041 - Latch - retracted position(engages slot in brace section at different heights) 7-1042 - Handleattached to adjuster plates 7-1043 - Spring (compression) betweenadjuster plates and adjuster tube. 7-1044 - adjuster tube 7-1045 -handle attached to adjuster tube 7-1046 - Upper Side shock strips(optional) or outer shell/frame may contact on cross support stripattached to this raised section 7-1047 - Lower Side shock strips(optional) or outer shell/frame may contact this section of inner shell7-1048 - apertures for harness 7-1049 - Slot for harness below mainshock strip 7-1050 - Raised platform and apertures for fasteners formain shock strip. An additional plate may be secured with the samefasteners above the bottom of the inner shell body to hold down theharness under tension. 7-1051 - Slot for harness (Below main shockstrip). See gap in assembly drawings. 7-1052 - apertures for securingbrace section (7-1035) 7-1053 - Staple legs go through slot in innershell body (spaced) 7-1054 - Recess for harness. The recess may extendacross and deepened to accommodate a strong plate to reinforce harnesssupport for front impact loading. 7-1055 - aperture on adjuster platesfor pin. Pin pulls up the adjuster Latch when plates are raised 7-1056 -aperture for pin attaching latch to adjuster tube (slot for pin onadjuster plate not shown) 7-1059 - fastener holes for handle 7-1060 -Latch pins engage slots in tha brace section 7-1035 7-2000 - Main roller(support pin not shown) 7-2001 - secondary roller (support pin notshown) 7-2002 - deformable strip 7-2003 - Lower hook 7-2004 - Upper hook7-2005 - body 7-2006 - Cut out on deformable strip (lower force fordeformation) 7-2007 - Slot on First deformable strip 7-2008 - Pin hole(pin not shown) on Second deformable strip 7-2009 - Wedge 7-2002A -First deformable strip 7-2002B - Second deformable strip

FIG. 1-1: shows four views of the AirSleeper for the upper tier in theflat bed position. This embodiment has an open top and a support elementfor the screen and/or oxygen system.

FIG. 1-2: Shows the upper tier AirSleeper in the recline position

FIG. 1-3 is the same as FIG. 1-2 except that the internal parts areshown. The operation of the actuator is clearly seen in this view.

FIG. 1-4 Shows the same embodiment in the sit up position

FIG. 1-5 shows the lower tier with support at the top for the uppertier.

FIG. 1-6: show the modular interlocking of the lower and upper tier AirSleepers. It also illustrates the staggering of the upper tier sleepersto enable access for the lower tier sleepers The Step are mounted on thesidewall of the lower sleepers in many embodiments so that obstructionto the egress ingress of the lower tier occupant is minimized. The backwall of the leg space can be used for the video monitor of the lowertier occupant.

FIG. 1-12 shows the mechanism and actuation of the seal in one of theembodiments. A sigleactuator can both change the posture of the seatfrom flat bed to situp and also push out the leg rest when the bed is inthe flat position. A latch arrangement many of which are well disclosedin the background art, will allow the pivotal attachment of the actuatorshaft to the seat bottom and the seat back to slide along the seatbottom once it is in the flat position and thereby enable the actuatorshaft to push out the leg rest. More conventional designs can haveseperate actuators for the seat back and bottom as shown to the seperateactuator (either manual or mechanical) to actuate the sliding leg rest.

The actuation of the pivot between the seat back and bottom makes theseat back pivot on its static pivotal point 113 attached to thestructure and moves the bottom of the seat back along an arc, carryingwith it the back of the seat bottom. Near the front of the seat bottomthere is a slidable attachment to the static structure that moves thefront of the seat along a path for the optimal inclination of the seatbottom. The siding path may be designed to be a curve to potimize theseat bottom inclination. The seat back has a protective side in manyembodiments to protect the occupant in a partially or fully side impactcondition.

FIG. 1-13 shows the same mechanism as FIG. 1-12 but is in a differentinclination.

FIG. 1-14 is the same as FIG. 1-12, 1-13 in the upright position. ITmaybe seen that the actuator pivots about its mount during the actuationprocess.

FIG. 1-1 D shows the upper tier embodiment and the steps to reach itthat would typically be installed on the lower tier sleeper side well.

FIG. 1-2D shows the lower tier sleeper. The embodiment shown has themodular structure with inerloching elements for strength.

FIG. 1-6D shows the modular elements interlocked. FIG. 1-7F shows anembodiment with upper and lower sleepers

FIGS. 1-8D, 1-8Da, 1-9D, 1-9Da, 1-10D, 1-11D and 1-11Da show anotherview of the embodiment.\

FIG. 2-1: Support structure for a single lower tier Airsleeper thatfunctions as a module that can be interlocked with adjoining AirSleepermodules. Considering the high moments that are experienced during axialdeceleration under crash loading conditions, the embodiment showsflanges and support surfaces that will interlock with the adjoiningmodules to prevent reorientation of the modules by countering themoments.

FIG. 2-2: Shows a the support structure for an AirSleeper module with anembodiment of arrangements to provide resistance to the axial crashloadings. Here the structure used for seperatoing the leg area of theupper tier from the lower tier occupant and the step structure are usedto brace the module structure of the tower tier Airsleeper by providinga shear plane. The shear plane may be extended further to the furthersided of the AirSleeper module out will in that situation reduce theegress and ingress comfort of the occupant. The actual step structuremay also have a rear wall that can provide an additional shear plane.

FIG. 2-3 to 2-6: shows an embodiments of the latch or ISO-FIX structurein a CRS. The embodiment is pivoted on the CRS body structure, and islocated in a recessed groove. The structure can also pivot about its ownaxis. The two axes of rotation allow the latch/ISO-FIX to be reversedfor a rear and front facing seat. These figures show the differentstages during the transition from a front facing to a rear facing seatposition or vise versa.

FIG. 2-7: Shows the exploded view of the same latch/ISO-FIX assembly.

FIG. 2-8: shows an embodiment of a foot frame for the Air Sleeper witharrangements to accommodate the torque or moment during axial loadingsof a crash loading. The ledges shown counter the moments between thefoot frames and equalize the loading as a result without transferringthese forces oretly to the tracks. Moreover the figure showsarrangements for equalizing the loads between the latches attached tothe tracks. The elongated apertures with flexible and deformable insertsallow some deflection till the forces equalize between the latch pointseither during crash loadings or flexing of the airframe.

FIGS. 2-9, 2-9A and 2-10: show an embodiment of an assembly for a CRSthat may be used to provide control for the lateral deflection of therear part of the innershell supporting a child during side impact and/orforward defelction during a front impact. The assembly works as follows,9-8 represents the body of the CRS or Child Seat, pivotally attachedabout a vertical axis to support housing 94 with pivots 9-2 whichsupports tube 9-1 that is flared (in some embodiments) 9-3. A Cable 9-5is attached at its first end 9-8 to the support shell of the child thathas one or more degress of motion freedon at this suport point undercrash loading conditions in a plane substantially orthogonal to the axeof 9-2 (substantially horizontal plane). The cable passes through thetube 9-1 and then through a compressible shock absorbing element 9-7that has spring and/or damper properties between its ends and is rigidlyattached at its second end to the an end stop 9-6. 9-6 has a surfacethat can compress 9-7 upon retraction of the cable 9-5. Upon tension ofthe cable in any direction in the plane of rotation of its end 9-8, thecable will compress the shock absorber element 9-7 and thereby extendout of the flared end of the tube at a controlled rate. Such tesion onthe cable can be due to the rotational motion of the support shell ofthe child about a near vertical axis towards the front of the seatthereby moving the rear of the seat sideways. With such motion thehousing 9-4 will pivot about the axis 9-2, to fac in the direction ofthe tension. In a second type of crash load conditions such as in frontimpact the cable end 9-8 will be tensioned in a substantially forwarddirection of the vehicle and with a support shell for the child having asubstantially lateral and horizontal axis of rotation near the bottom ofCRS, the seat will rotate and extend the cable thereby compressing theshock absorbing element. The Housing will remain in the forward facingposition and the pivots 9-2 will ensure that the flared end points asnear as possible with the pivotal motion, towards the direction oftension.

FIG. 2-11: Shows the support module for the AirSeeper. Here the momentscreated by the axial crash loadings are equalized using latchattangements that may in some cases be retracted so that it will allowindividual Airsleeper modules to be removed without removing adjoiningAirSleeper modules for maintenance purposes or for partial repopulatingthe cabin with new AirSleepers for market or maintenance reasons.

FIGS. 3-1 to 3-8 show embodiments of a mechanism for side impactprotection for an occupant in a vehicle particularly for children inchild seat

FIG. 3-1 Shows a mechanism to use the lateral motion induced by themovement of a shoulder plate that engages the shoulder upon lateralimpact or acceleration.

FIG. 3-2 Shows the same arranngement as in FIG. 3-1 with the head restin a low position.

FIG. 3-3 shows arrangement in FIG. 3-2 with Shock Pad removed, showingan embodiment of the shoulder plate and a hip plate.

FIG. 3-4 Shows the mechanism in FIGS. 3-1, 3-2 and 3-3 in the normalposition.

FIG. 3-5 Shows the position when the shoulder plate engagement of thenotch on the Headrest pivot support link

FIG. 3-6 shows the movement for an impact from the left hand side whichis exactly analogous to the FIG. 3-5 on the right side.

FIG. 3-7 shows an embodiment of the support shell.

FIG. 3-8 shows an embodiment of the shock pads.

FIGS. 3-9, 3-11 to 3-18 Show several embodiments of a device that may beused to reduce formt impact acceleration of the head.

FIG. 3-11 shows a device that can enable front impact protection usingthe same technologies.

FIG. 3-9 shows an embodiment of the load plate made of a ductilematerial, with a section that may be extended with a tensile loading

FIG. 3-10 shows a similar load plate adapted to attach to a tethersupport when used for front impact protection in the attachment of theseal to the vehicle.

FIG. 3-11 Shows the Load plate with multiple fracture elements that canwithstand specific predetermined loads before breaking.

FIG. 3-12 shows the same as FIG. 3-11 in exploded form.

FIG. 3-13 is a load plate with a single Fracture element.

FIG. 3-14 shows an embodiment with a friction loading between the barsand the plates.

FIGS. 3-15 na d 3-16 show yet another embodiment of a load extensiondevice.

FIG. 3-17 shows yet another structure of the load extension device thathere is again a load plate as in FIG. 9 but here has two (or more)sections for of extending structures.

FIGS. 4-1, 4-2 and 4-3 show a n embodiment of a child seat FIGS. 4-1 and4-2 show the seat in the front facing direction and FIG. 3 shows theseat in the rear facing position.

The Latch Tension Assembly 1014, is shown in FIG. 4-4.

FIGS. 4-7 to 4-9 show new embodiments of Load Plates for the harness ofthe child seat.

FIGS. 4-7, 4-8 and 4-9 show three different embodiments. They all have acommon feature of one or more fracture necks

FIG. 4-8A illustrates load extension characteristics of some embodiments

FIG. 4-8B show the extension of the Load plats in FIG. 4-8 under load.

FIG. 4-9 shows the same architecture as FIG. 4-8 except that it has asingle “diamond”

FIGS. 5-1 to 5-6 Shows a chin support assembly for attachment to theharness of a child seat.

FIG. 5-6 shows a structure that allows the harness to slide out from theside of the slots.

FIGS. 6-1 and 6-2 shows the Load limiter with the finger architecture.It has fingers of two different sizes on either side along the length onthe central slot (multiple sizes are possible for different loaddefleclection characteristics.

FIGS. 6-3 and 6-4 Show the load limiter using the slot configuration.Here the slot can be varies in size to increase or decrease the materialthickness of the metal between to change the load characteristics. Inthe embodiment shown there are two section soof slot spacing andtherefore material thickness for two levels of load deformation.(Multiple sections are possible with more such sections).

FIG. 6-5 shows a version that may be used for a Car Seat bet. One sidewill be bolted ontot he vehicle and the other may be attached to a seatbelt latch or the end of the seat belt at the lap end.

FIG. 7-1 shows two views of an embodiment of the CRS with sub assembliesshown in FIGS. 7-2 to FIG. 7-9.

The embodiment shows several unique features including a reversibleLATCH support arrangement for front and rear facing deployment. Rotationfor egress and ingress, side aircushions, a movable inner shell forimpact injury reduction.

FIG. 7-2 shows the frame subassembly for the embodiment with latchtensioning assembly, that is reversible for rear and front facing seatdeployment. Central axis for rotation of the seat, foot rest for frontfacing mode, that also is the support for the rear facing latchtensioning assembly.

FIG. 7-3 Shows an exploded view of the LATCH tension assembly.

FIG. 7-4 Shows the side aircushions that may be partially prefilled withporous materials and/or vented to control the impact characteristics. Italso shows a unique support structure for the bottom shock strip supportincluding a torsion resisting tube.

FIG. 7-5 Shows the subassembly for the inner shell supporting theoccupant including key elements of the main shock strip, the feet thatare supported by the frame, and the headrest assembly.

FIG. 7-6 shows the reinforced section that can have a Cross supportstrip attached and reinforced regions for the support of side supportelements on the outer shell or optional shock strips.

FIG. 7-7 shows the Cross support stop supporting ridge, the slot forstaples to go through the Innershell to attach to the headrest supportfeet and harness threading features.

FIG. 7-8 shows the head rest assembly

FIG. 7-9 shows the Headrest adjustment mechanism assembly.

FIG. 7-10 to FIG. 7-14 show several embodiments for a bad limited thatmay be used on either the harness (as shown) or for the tether (with endattachments modified)

DETAILED DESCRIPTION OF INVENTION Airsleeper Embodiments

The embodiment of the AirSleeper shown may be deplyed at an angle to theaxis of the aircraft. The design takes advantage of the longer andshorter sides of each of the sleepers to help with the ergonomics of thesleepers. For example the longer side is used to support the stairs tothe upper tier and thereby gets the stairs as far away from the lowertier occupant as follows. The embodiment also gels the leg space ofupper tier occupant to be adjoining the sidewall of the lower tieroccupant space thereby giving a wider space for egress and ingress ofthe lower tier occupant targetting the shorter side of that occupant'ssleeper.

The airsleepers are designed to be modular and in some of theembodiments have a dovetail structure as shown for added strength,creating among them a stiff honey comb structure that will be resilientto crash loadings sustantially axially to the aircraft.

Egress and ingress is facilitated with a handle that is recessing intothe wall of the modular housing.

The upper tier in this embodiment is open and may have a support memberof the monitor and the modular oxygen supply as shown for example inFIG. 1-6.

This embodiment may have static arm rests that are attached to themodular support structure. As shown in FIGS. 1-12, 1-13 and 1-14, theactuation by the pivotally supported linear actuator, pushes or pullsthe pivot between the seat back and the seat bottom. The seat back isforced to move along an arc as it has a pivot tot eh fixed structurehigher along its length. Therefore the seat bottom end moves in an arc.The fornt of the seat bottom maybe attached to the fixed steructure witha sliding mechanisms that may be designd to give the seat bottom thepreferrred inclination to the seat back at different postures, thereforethe slide guide or slot may be a curve to achieve this.

The leg rest in this embodiment retracts under the seal bottom. It maybe actuated by a seperate manual or electric actuator, or an extensionthe actuator driving the seat position, by using limit switches toactivate latches that allow the head of the actuator to move along theseat bottom once it has paused the seat to a horizontal position and itash been locked in that place following the action of limit switches.

The seat back has a novel support structure that is shaped toaccommodate the bending stresses during a crash loading.

The orientation of the occupant will be facing slightly backwards atsome angle and so the long side of teh seat back will be the impact sideand will therefore have the hea of the occupatn closer to this side thatwill benefit the occupant with regard to safety.

The embodiments do not show the foot frame or support elements thatsupport the Air sleepers. These are the subject of prior applications.

The AirSleeper is an accomodation for passengers in aircraft that allowsdeployment as a tiered bed and in most embodiments a seat as well. TheAir Sleeper may be implemented in a modular fashion and each passngerhas a module that has a structure that locks to the adjoining similarAirSleeper structures and the support frame below, thereby creating arigid honeycomb like structure to resist loading along the axis of theaircraft. Considering that the upper tier of AirSleeper modules aresupported by the lower tier and locked thereto (directly or with loadlimiters), the loading on the lower AirSleepers need to accommodate ahigh moment due to crash load forces on the upper tier. Add itionalfeatures for the lower tier Air Sleeper modules are presented herewith.The features shown in FIGS. 2-1, 2-2, 2-8 and 2-11, addresses some ofthe enhancements to further support the structure under such loadingconditions. FIG. 2-1 shows the AirSleeper sutructural module with ledgesor flanges (that may be retractable in some embodiments) such that theflanges on the rear side of the airsleeper with regrd tot eh motion ofthe aircraft face upwards to support a downward force from the adjoiningairsleeper support module and the flanges on the front side of each ofthe Air Sleeper modules face downwards to support an upward force fromthe adjoining AirSleeper module. These forces will be the result of eachof the AriSleeper structure modules attempting to rotate about theirsupports below towards the front of the aircraft as a result of thecrash load. Normally for separate seats this will result in a tensileload at the rear seat track support point and a compressive load at thefront seat track support point. The invention however, equalizes theseforces within the AirSleeper module structure and only the residual loadis transfered to the seat tracks.

FIG. 2-11 shows latches that may be retracted for the same purpose.Notably retraction of such latches will enable the removal of one ormore of the AirSleepers for maintenence or reconfiguration withoutremoving the entire Bank of Air Sleepers in a locked row. The latchescan use techniques for locking and retraction well disclosed in thebackground art.

FIG. 2-2 shows an enhancement for improving the structural rigidity ofthe AirSleeper during crash loadings by creating a shear plane with thefeature that separates the leg area of the upper tier from the loweroccupant space. This feature may be connected on its side and top to thelower tier AirSleeper structure to perform this funtion. The connectionmay be extended to the further side of the AirSleeper to increase suchrigidity further. Moreover, this feature may be connected to the stepsthat enable egress and ingress for the occupant in the upper tier of theAir Sleeper, thereby further increasing the rigidity under crash loadingconditions for each of the AirSleeper modules. Some embodiments may havea rear wall for the steps that can increase teh shear plane further downto further increase the rigidity offered.

FIG. 2-8 Provides yet aother features for addressing the crash loadingconditions. The ledges shown on the rear of each foot frame, willprovide upward forces on the adjoining foot frame and the ledges shownon the front of each foot frame provides a downward force on tehadjoining foot frame, these forces thereby neutralizing each other in anarray of such foot frames assembled end to end and as a result reducingthe forces on teh tracks to the residual force. The surface of thecontact points of the foot frames to each other may have a compressiblematerial thereby creating some force equalization between the footframes to accommodate engineering inaccuracies.

Another feature shown in this figure is useful for AirSleeper structuremodules mat may be of different widths and therefore may require supportpoints that accommodate varying spacing requirements. THe support pointsare spaced to accommodate multiple standard widths of Ari Sleeper. Martyembodiments will use load limiters between the Foot frames and theAirSleeper modules.

Yet another feathre in FIG. 2-8, is the elongated support points forlatches to the seat tracks. Such elongated support points may houseflexible or compressible material surroundiong the eye that is attachedto the support point. Such flexibility enabled with such an arrangementor any other load limiting arrangement well disclosed in teh backgroundart will allow for load equalization across the latch points in theevent of a crash loading condition or in the event of flexing of the Airframe.

CRS Embodiments

An embodiment of an attachment means for the Latch/ISO-FIX for a CRS isshown in FIG. 2-3 to 2-6. The embodiment is pivoted on the CRS bodystructure, and is located in a recessed groove. The structure can alsopivot about its own axis. The two axes of rotation allow thelatch/ISO-FIX to be reversed for a rear and front facing seat. Thesefigures show the different stages during the transition from a frontfacing to a rear facing seat position or vise versa. The support can belocked in either the front facing or rear facing position inside thecavity with one or the other of the locks shown. Considering that theLatch has a top and a bottom simply rotating the arm about a lateralhorizontal axis will not work as the top will be at teh bottom after teh180 degree rotation. Therefore the present invention shows the rotationabout teh axis of the arm as well to enable the Latch/ISO-FIX to befacing in the correct orietation in both the front and rear facingpositions.

The sequence of FIGS. 2-3 to 2-6 show this transition. FIG. 2-7 shows anexploded view. As can be seen here, there are two axes of rotation.Consiedring that the arm in its two parts need to support a tensile loadthe pivot along the arm-1 required an end stop that engages a cavity inthe Arm-2 to prevent extension. The engagement of these two arms at thispoint may also have a compression shock absorber element such as a tubeof compressible material to reduce peak loadings.

The sequence of FIGS. 2-9, 2-9A and 2-10 show an embodiment of anassembly for a CRS that may be used to provide control for the lateraldeflection of the rear part of the innershell supporting a child duringside impact and/or forward defelcton during a front impact. The assemblyworks as follows, 9-8 represents the body of the CRS or Child Seat,pivotally attached about a vertical axis to support housing 9-4 withpivots 9-2 which supports tube 9-1 that is flared (in some embodiments)9-3. A Cable 9-5 is attached at its first end 9-8 to the support shellof the child that has one or more degress of motion freedon at thissuport point under crash loading conditions in a plane substantiallyorthogonal to the axis of 9-2 (substantially horizontal plane). Thecable passes through the tube 9-1 and then through a compressible shockabsorbing element 9-7 that has spring and/or damper properties betweenits ends and is rigidly attached at its second end to the an end stop9-6. 9-6 has a surface that can compress 9-7 upon retraction of thecable 9-5.

Upon tension of the cable in any direction in the plane of rotation ofits end 9-8, the cable will compress the shock absorber element 9-7 andthereby extend out of the flared end of the tube at a controlled rate.Such tesion on the cable can be due to the rotational motion of thesupport shell of the child about a near vertical axis towards the frontof the seat thereby moving the rear of the seat sideways. With suchmotion the housing 9-4 will pivot about the axis 9-2, to fac in thedirection of the tension. In a second type of crash load conditions suchas in front impact the cable end 9-8 will be tensioned in asubstantially forward direction of the vehicle and with a support shellfor the child having a substantially lateral and horizontal axis ofrotation near the bottom of CRS, the seat will rotate and extend thecable thereby compressing the shock absorbing element. The Housing willremain in the forward facing position and the pivots 9-2 will ensurethat the flared end points as near as possible with the pivotal motion,towards the direction of tension.

FIGS. 3-1 to 3-8 show embodiments of a mechanism for side impactprotection for an occupant in a vehicle particularly for children inchild seat.

FIG. 3-1 Shows a mechanism to use the lateral motion induced by themovement of a shoulder plate that engages the shoulder upon lateralimpact or acceleration. This shoulder plate movement engages themechanism to move the head rest. The movement of the shoulder plate canbe a result of a compression of a shock pad on either side of theoccupant that compresses to allow the articulation of the shoulderplate. This figure shows the headrest ion a high position for a tallerchild. The headrest vertical adjustment mechanism is not shown and willfollow any of the well disclsoed mechanisms in the background art.

FIG. 3-2 Shows the same arranngement as in FIG. 3-1 with the head restin a low position.

FIG. 3-3 shows arrangement in FIG. 3-2 with Shock Pad removed, showingan embodiment of the shoulder plate and a hip plate.

FIG. 3-4 Shows the mechanism in FIGS. 3-1, 3-2 and 3-3 in the normalposition. The shoudler and hip plates and the shock pads are removed forclarity. As may be seen the mechanism is symmetrical about the centerplane of the headrest and seat. The mechanism is made of supports on theheadrest 02 that has attached to it on its forward pivot the headrestpivot support link 03 that has another pivot on its rear end 05 that ispivoted to the headrest support which in turn is attached to a headrestvertical position adjusting mechanism for a variable height headrest ordirectly to the seat structure for a fixed height headrest. The pivotsupport links 03 are seen to be angled to enable the desired motion.Some embodiments will ahve the axes 04, 05 of the pivot support links 03to be in the same direction as the back of the seat orparallel to theseeat back and the two support links symmetrically placed on either sideof the center plane. (Embodiment 1) Some embodiments may also have theaxes 04, 05 tilted slightly back from the angle of the seat back, sothat the mechanism faces at an upward angle relative the seat backrather than orthogonal to it. The pivots 04, 05 need to be angled in thesupport links 03 for this version of the embodiment (embodiment 2).

FIG. 3-5 Shows the position when the shoulder plate engagement of thenotch on the Headrest pivot support link 08, pushes the link 03 towardsthe center and thereby reorients the headrest relative to the Headrestsupport and the seat. Notably This movement is due to a compression ofthe shock pad (or other device articulating the shoulder plate) on theright hand side of the seat due to a side impact on that side or otheracceleration. The reaction force of the shoulder due to the inertialloading pushes the shoulder plate 09, to the right which in turncompresses the shock pad 12 on the right. Notably the movement of theshoulder plate on the right hand side pulls the shoulder plate on theleft had side and through the engagement of the notch on the headrestPivot support link 03 to the shoulder plate on the left had side, theHead rest pivot suppor t link is pushed towards the center and themovement is enabled. Notably the movement is possible because of theconnection between the left and right parts of the shoulder plate 13 asthis carries the tensile force. Alternatively there will be no need forthe connection section between the left and right sections of theshoulder plate, if the linkage between the headrest pivot support linkand the adjoining side of the shoulder plate 08 can support tensileloadings as for example with a pivoted rod that engages the forwardpivot 04 and attached to the adjoining shoulder plate.

This movement of the headrest will ensconse the head on the side of theimpact.

FIG. 3-6 shows the movement for an impact from the left hand side whichis exacly analogous to the FIG. 5 on the right side.

The above figures show embodiment 1 where the support links 03 arepivoted to move in a plans orthogonal to the seat back as the rear pivot5 is parallel to the seat back. However, in embodiment 2, the supportlink rear (and front) pivots are inclined to the seat back and thereforethe support links move in a plane at an upward sloping angle forwardfrom the seat back. The entire mechanism has the exes of the pivots fromthe direction of the back rest of the seat to an angle with the upperend slightly behind the this axis of the seat back and the lower endslightly in front of that axis. This embodiment can provide furtherbenefit by enabling a tilting of the headrest such that the impact sideof the head rest moves up to further aid supporting the head. Such aninclination will raise the headrest on the side of the impact as well asmove it forward on that side, further benefiting the support function ofthe headrest if it has a low profile to aid vision of the child undernormal operation conditions.

FIG. 3-7 shows an embodiment of the support shell 15 of the child seat.Its inner surface supports the shock pad. Alternatively the shock padmay extend to the side of the vehicle and get support from that surfacefor side impact. However the dynamics of these two cases will besignificantly different. Other embodiments without hip and shoulderplates and only the shock pads may also have similar lateral supportfrom a support shell as shown.

The figure also shows the support shell extending forwards of the shockpad as well. This is optional but can aid in enabling rotation of theoccupant away from the impact. These forward sections of the hip andshoulder pads may be made to contact the shoulder plate and or the hipplate to slide on these and to provide lateral support for the occupantwith compression of the shock pad. However, the forward ends of theseplates may be firml;y supported by support 15, and therefore inducerotation of the occupant during a side impact.

FIG. 3-8 shows an embodiment of the shock pads. As may be seen thecompressible material is formed such that the crossections are narrowertowards the rear of the seat if rotation is desired for the occupant(away from the impact). Some embodiments will ahve the cross sectionsrise towards the contact surface with the occupant to have a continuoussurface for contact as shown in the figure.

FIGS. 3-9, 3-11 to 3-18 Show several embodiments of a device that may beused to reduce fomt impact acceleration of the head. This is an elementthat may be attached to the harness on one side and to the harnesstightening webbing section on the other, and enable controlled extensionof the harness system during front impact. These devices may be designedto simply replace the attachment plate between the left and rightharness straps to the harness lightening strap.

FIG. 3-11 shows a device that can enable front impact protection usingthe same technologies. This will be by attachemnt to the top tether in achild seat, for front impact protection. The extension parameters willhowever be calibrated to different criteria for this application.

FIG. 3-9 shows an embodiment of the load plate made of a ductilematerial, with a section that may be extended with a tensile loading.The embodiment shown is designed to extend with a honey comb crosssection profile as seen in FIG. 3-18. The thicknesses of the deformingir extending sections 21 and the attachement sections between these 20are designed to ahve a cross section to have the desired extension rateswith the loading. Several different such profiles are possible. Anotherpossible structure for the extending section is shown in FIG. 3-19. Yetanother embodiment is shown in FIG. 20 where (here are bucking member 44that will buckle at a predetermined compressive load and at the time ofbucking and thereafter allow the structure to extend at a desired loadextension characteristic. Some such load extension characteristics afterbucking can allow the plate to extend rapidly until the section 20, 21are deformed to be in equilibrium with the external load. This bucklingload level can be used as a threshold of acceleration (and inertial loadforce) that is allowable and thereafter rapid extension is allowed toreduce the relative acceleration of the head relative to the seat in afront impact the boding member in this embodiment has a section thatwill support a compressive load until a critical load is reached. Astaggered pair of limbs as in the embodiment shown will in many casesprovide greater predictability in the bucking mode.

FIG. 3-10 shows a similar load plate adapted to attach to a tethersupport when used for front impact protection in the attachment of theseat to the vehicle.

FIG. 3-11 Shows the Load plate with multiple fracture elements that canwithstand specific predetermined loads before breaking. The threefrature elements have three different breaking loads. The First tofracture will normally have a rigid connection to the load plate, thesecond to facture will have a slot for securing the element to the loadplate to allow movement before it is tensioned (in the interim the loadplate is stretched.) and finally the third has an even longer slot toallow more stretching of the load plate beforeit is tensioned and thenbreaks. This allows three seperate stages of extension each defined bythe break points of the three fracture members. Any number of suchfracture members may be employed with similar attachment of severalstages of stretching of the load plate. Between fractures the plate willextend based on the structure of the extending section which in theshown embodiment comprises sections 20 and 21.

After the final fracture element has broken, the load plate will extendbased on its own elastic elements comprising 20 and 21.

FIG. 3-12 shows the same as FIG. 3-11 in exploded form.

FIG. 3-13 is a load plate with a single Fracture element. The Fractureelement breaks at a predetermined load level. Therefore the extensionuntil break is limited to what the Fracture element will extend.Thereafter the Load acts on the Load plate and stretches it and theextension willbe based on the characteristics of the load plate includngthe elements 20 and 21. If the extension desired is only above a givenload level this load level may be set to the fracture limit of thefracture element and the fracture element chosen in material and crosssection to provide limited extension before fracture.

FIG. 3-14 shows an embodiment with a friction loading between the barsand the plates. The long slots allow sliding of the friction elements.For longer dispacelments and therefore longer slots the locations of thebelt hooks may need to be adjusted so as not to be covered by thefriction elements, the loading characteristics will be based oninitially the static friction between the strips 32 and the top end ofthe plate. Other friction driven architectures will be multipleinterleaved plates with alternate plates replacing each strip 32 shownand the alternate plates having slots on the same side and the remainingplates having slots on the other side whereby alternate plates will haveslots in the rivet attachment to the bottom plate and the otherremaining set of alternate plate have slots in the attachment to theupper part of the plate. This will enable sliding of one set of platesrelative to the other and the friction loading characteristics willdetermine the extension.

FIGS. 3-15 na d 3-15 show yet another embodiment of a load extensiondevice. Here a compressible structure with predetermined properties oflaod vs compression is used and is available in cylinders 34, thiscylinder 34 has a cable or rod 35 passing through it and at one end isattached at its first end to a piston 40. This assembly is inserted intoa housihng cylinder 33 with a bracket 36 for fastening to the top plate39. (the Cylinder 33 can also be directly fixed to the top plate 37. Thesecond end of the cable or rod 35 is threaded through an aperture on theclosed end of the cylinder 33 and attached to the support flange 38whcih in turn is attached to the bottom plate 39. Upon tensile loadingbetween the top plate 37 and the bottom plate 39, the cable/rod 35 goesinto tension and pulls the piston 40 to compress the cylinder 34 andthereby allows the seperation of the plates 37 and 39 at thepredetermined rate desired on loading. Notably the cylinder 34 may bereplaced with fluid and suitable vents provided to allow escape of thefluid and thereby control extension of the device on loading.

FIG. 3-17 shows yet another structure of the load extension device thathere is again a load plate as in FIG. 9 but here has two (or more)sections for of extending structures 41, 42 with different properties. Aplate 43 is inserted in one of two positions to straddle the first orthe second extending structures and thereby prevent extension. This maybe used for different weights of children in a CRS. As the massincreases and he inertial load increases the courser structure can beemployed.

Notably the spaciong of the holes must allow the same plate 43 to beinserted in one or the other position. The plate may not be needed toprotect the course section from expanding as the finer section willextend even if such protection for the course section is not provided.With 3 or more extension sections the finest section will not need theplate 43 but the others will.

FIGS. 4-1, 4-2 and 4-3 show a n embodiment of a child seat. FIGS. 4-1and 4-2 show the seat in the front facing direction and FIG. 3 shows theseat in the rear facing position. The seat comprises a shell 1006 orsurface that supports the child directly or indirectly through othermechanisms. In this embodiment the shell is directly attached to thesupporting mechanisms comprising latches. Alternative embodiments mayhave the shell attached to a frame structure with arrangements formovement between the shell and the frame for egress and ingress. In theembodiment shown, the shell is attached to the latch arrangement with aLatch carrier 1002 that is pivotally attached at the bottom of theshell. The position of the pivot is arranged such that the end of thelatch carrier is at the required position for both front facing and rearfacing positions when pivoted forward and backwards. Other relatedembodiments may have the pivot movable such that the position of thelatch ends may be moved to exactly position the latch ends correctly.Moreover, many embodiments of this seat including the embodiment shownhave a shear plate between the two side tubes of the latch carrier(carrying the two latches) to support lateral loadings withoutdistortion. The latches (not shown) sit inside the two side tubinghousings of the latch carrier. Apertures on the housing tubing (notshown) allow access to the latch mechanism for operation. The latchesare attached to a piece of cable at either of its ends (alternativelytwo separate cables can be employed but will not need the pulley 1021)The cables enter the Latch tension assembly through the nipples 1017.The Latch carrier has a large aperture suitable placed on each of thetubing housings for the latches to allow each of the latches while thecable is made slack to be taken out twisted by 180 degrees andreinserted (the cable takes the 180 degree twist). This will allow thelatch to be oriented upright in both the front facing and rear facingpositions of the latch carrier. While some embodiments may have anarrangement to rigidly support the latch carrier in the forward facingposition and one or more rear facing positions of the seat, Thisembodiment has in addition has the latch carrier also pivotally attachedto a latch earner brace 1003. This Brace attaches to the Top Brace 1004in the front facing position of the seat and to one of several positionon the Front Brace 1005 when the seat is in the Rear facing position.Pairs of sockets and plugs are arranged to engage the Latch carrierBrace to mate with one or both of the Top Brace and the front Brace. Themating arrangement for the front brace may have multiple positions tochange the angle of the seat in the rear facing position. One or more“Thumb” screws in holes 1007 attaches to mating nuts on the Front andTop braces. The Front Brace may require multiple nuts for each screw forthe multiple attachment positions.

Each of the Latch carrier Brace 1003, Front 1005 and Top 1004 Braces mayhave shear planes to minimize distortions during lateral loadings. Thetop and Front braces are pivoted to the shell 1006 (or the support framewhich is attached to the shell in other embodiments).

When the seat is in the front facing position, the Front Brace 1005 isfolded in about its pivot but in many such embodiments will have an endstop to provide vertical support for the seat (ie touching the car seatin front of the pivot of the Latch carrier.) In still other embodimentsthe Front Brace 1005 may swing forward in the front racing position ofthe seat and be limited by an end stop to provide support for the seatat a point further forward on the seat. Such an arrangement may alsohave a bolt on support that reached the floor board in front of the seal(not shown) for further support. When the seat is in the rear facingposition the Top Brace is folded about its pivot either up towards theseat back and locked in that position to prevent obstruction theinclined seat, or in other embodiments is folded outwards to eitherdirectly or with a bolt on leg support the child seat on the front ofthe car seat or with a longer leg to support the child seat on the floorboards in front of the car seat. The Top Brace in such an arrangementmay have a lock arrangement near its pivot to keep the leg to the floorin a suitable orientation and position. Such a leg may have arrangementsfor shorter and loger lengths to suit different cars.

The Latch Tension Assembly 1014, is shown in FIG. 4-4. The cables (notshown) from the latches enter the Assembly through the nipples 1017 oneach side and go over the pulley 1021. A typical asssembly approach willbe to attach the cable to one latch. Thread it through the pulley anthen attach it on the other latch, the Assembly 1014 has access slotsfor the pulley 1018 and 1024 (for alternative attachment side) foraccess for the cables 1023 opposite the nipples. At one of the two endsof the housing tube—the Latch Pivot Tension Tube 1016 sits a tensioningcam assembly also shown in FIGS. 4-5 and 4-6, that comprises a pulley1021 attached with a pin 1025 to a Cam Tension Bar 1022 whch enters aslot in the Cam Pin 1019 and is threaded to accept the Thumb nut 1020.The Cam Pin 1019 pivots the Latch tension lever 1001.

The Thumb nut may be tightened to increase the tension of the cable bypulling the pulley 1021 by raising the Cam Tension Bar 1022. Finaltensioning can be achieved by turning the Latch Tension Lever.

Notably some embodiments can have the Tensioning assembly moved from oneend of the Latch Pivot Tension Tube to the other. One approach for thiswould be to unscrew the Cam Tension Bar 1022 completely out of the nut1020, push it through the tube 1016 and attach it to the lever 1001, theCam Pin 1019 and the Nut at the other end. The Aperture 1024 will helppositioning the pulley and cable in the final stages of the reassembly.

FIGS. 4-7 to 4-9 show new embodiments of Load Plates for the harness ofthe child seat. Such a plate will be attached to the two sides of thechild seat harness and on the other side to the tensioning webbingbehind the seat. Other embodiments may have such elements anywhere alongthe length of the harness to control the peak tension loading. TheseLoad Plates can also be used for controlling peak tension loading on anyoccupant support seat belt or other restraint mechanism such as in a carseat or airplane seat for adults.

FIGS. 4-7, 4-8 and 4-9 show three different embodiments. They all have acommon feature of one or more fracture necks 1031 that break at apredetermined load. At the time of breakage, a related extension ordistortion section allows controlled extension of the plate.

FIG. 4-7 has a single fracture neck 1031 and has several deformingsections 1033 and related Link Sections 1034. Such multiple arrays ofdeforming and link sections allow greater deformation upon fracture of1031. What is also disclosed in FIGS. 4-7, 4-8 and 4-9 are lateralseparation between the parallel arrangements of distortion and linkmembers. A single link member attached to the Harness loop side attachedto an array of deforming and link members to correspond to a single linkmember attached to the section that has the tension webbing support hook1032. This allows the deformation of the elements pull “inwards” thesides without restriction as shown in FIG. 4-8B. This separation of thedifferent parallel arrays is shown at 1035.

FIGS. 4-7 and 4-8 show the case where are there are multiple fracturenecks and corresponding deforming 1033 and link 1034 sections. The crosssections of 1033 and 1034 and other connected sections may be calibratedto distort to the desired extent when the corresponding neck 1031breaks. The cross section of the neck may also be calibrated to adesired force for fracture.

Each of the sections corresponding to a fracture neck 1031 has a sectionsupport 1036. The fracture force of the necks 1031 may be set to thelimit allowed for the tension in the harness (which derives from theacceleration of the head and upper body and its inertial loading). Toaccommodate a spiky force loading the neck fracture forces may be setnear each other near the desired peak loading of the harness or seatbelt, with suitable extension of the corresponding extension sectionssuch that each spike breaks one or more of the necks and limitsextension between spikes. This will conserve the available forwardprojection of the head and upper body for the spikes in loading.

FIG. 4-8A illustrates this situation. The graph shows multiple identicaldeforming sections and corresponding links for each of the fracturenecks. The straight lines show the theoretical extension of the one ormore of such suctions under load. With each successive fracture of theneck the actual extension follows the heavy line from no sections to asingle section to two sections and more depending on the number offracture necks and sections. The Fig shows 5 sections.

FIG. 4-8B show the extension of the Load plate in 8 under load.

FIG. 4-9 shows the same architecture as FIG. 4-8 except that a smallerdeformation is desired and so a single “diamond” of deformation elementslia between the section supports 1036, unlike in FIG. 8 where there aretwo “diamonds”. Other embodiments may have more such diamonds. Stillothers may have the diamonds attached laterally ie without theseparation 1035 to limit deformation.

FIGS. 5-1 to 5-6 Shows a chin support assembly for attachment to theharness of a child seat. It has a dual role of support for the chin ofthe child for resting and during a front impact providing controlledsupport while compressing to reduce the peak acceleration of the headduring such front impacts. One situation where chin rest can have asignificant effect during a front impact is when following the impactand the support provided by the harness to the torso, the head projectsforward and down till the chin impacts the chest. The Chin rest willprevent or minimize such contact and will crush in a predeterminedcontroled manner to gradually bring the chin to rest relative to thechest of the child thereby reducing the sudden impact condition that maycause a high peak acceleration condition.

The chin rest may be contoured to have a inclined surface 2005 towardsthe sides sot that the child can rest the chin and part of the cheek onthe chin rest.

The chin rest can be supported by a modified chest clip—called a chestplate 2003/2004, the left 2004 and the right 2003 that can be securedtogether using many approaches disclosed in the bakground art for chestclips. th Chin rest 2007 may be secure to either the left 2004 or theright 2003 chest plate using attachment means welldisclosed in thebackground art Notably access to a latch mechanism 2006 if required willbe necessary on the chin rest in many embodiments. The chest plateextends downwards in many embodiments to ensure that the reactive forceon the chest is distributed over a larger area and that the distancebetween the support on the harness and support area is adequate toprovide a counteracting moment to the force of the chin on the top ofthe chin rest during front impact.

Some embodiments of the chest plate can have a structure that allows theharness to slide out from the side of the slots FIG. 5-6. This isparticularly useful in jurisdictiosn where whest clips may not beallowed to ensure that the child can eb removed from the seat withoutdelay after a car crash. Notably such an embodiment can have a singlepiece chest plate with the harness threaded throguht he slots or use theconventional architecture with the left and right side chest plate andhave the harness threaded through permanently but easlily removed in acrash without recourse to the latch mechanism between the left and rightside of the chest plate.

The material of the chin rest may be made of crush able or compressiblefoam material or have a spring damper combination to provide theresistance.

If foam is used the compression characteristics may be designed toaccommodate multiple head masseses impacting for different agedchildren. Larger masses will require greater distances for decelerationwhile crushing the foam. If such distances are not available for thelarger mass heads, foam layers with progressively increasing density canbe used to delecelerate the head. The softest foam typically on the topwill compress for the smaller children's heads. Heavier heads willeasily compress the top layer without much impedence but will decelerateat suitable rates with the denser foams below.

Moreover, multiple chinrests may be available for mounting on thechestplate, for different aged children and for different car and childseat types to accommodate different crash profiles.

Still other embodiments may have foam inserts taht can go into aperturesin the chin rest to increase the resistive force of the chin rest forlarger heads.

More generally, cores of foam either cylindrical or or any other crosssection may be inserted into foam based reaction materials as in thieabove invention to change the reaction characteristics. This could beused in side impact foam based reaction materials where cylondrical orother cross section apertures are procvided for later installation of hefoam cores as the child grows and a greater mass will need to beaccommodated during impact conditions such as in side impact.

The Load Limiter of this invention consists of a Load Plate 1001 thathas a recess 1010 with a fitted bolt or rivet 1004 through it. Otherattachments to the bolt or rivet exert a force in the direction of thecentral slot with either fingers or slots on either side. The materialof the bad plate deforms around these fingers 1005 or slots 1011 firstand then as the bolt or rivet progresses along the central slot itencounters the second set of fingers 1006 or slots 1012 that have agreater cross section of material and therefore require a greater loadto deform and allow progress of the bolt/rivet further. Some embodimentsmay have a single section of fingers or slots, others may have aplurality of such sections with fingers or slots. The design of thelength andwidth of the fingers or slots and in the case of the slots thevicinity of the slot to central slot are ionstrumental in determiningthe load that will deform them to allow the progression of thebolt/rivet 1001 through the central slot. In some situations an aperturn1009 is useful to begin the deformation by weakening the sectionimmediately next to the recess 1010.

The Bolt/Rivet is attached to the load that needs to be limited. Someembodiments have a second plate “T” Bar that has the load attached inthe harness of a Child Seat in a vehicle. Others use a plate that can beattached to a bolt support. Still others may have the Bolt/Rivet 1004directly attached to the load element.

The surface of the bolt/rivet 1004 should be hard enough and have a lowenough coeeficient of friction to deform and slide throught the centralslot. In some embodiments the 1004 is narrower and there is a washer1002 that fits the bolt/rivet and on its outer surface fits the recess1010. The surface of the washer may be specially for hardness and/or lowfriction.

A second Washer that has a wide outer diameter is often useful in someembodiments to to keep the bolt/rivet adnthe first washer flush with theloadplate.

In still other embodiment a single washer element with two internaldiameters as shown in the figures may be used instead of two seperatewashers. Embodiments shown in the figures have a hook for the harnesstensioning webbing on the load plate and two hooks on the “T” Bar forthe harness straps. An embodiment for a Tether (used on the back of aChild restraint) could have single hooks or bops or buckles for suitableattachment.

The laod limiter in this invention can be calibrated to the distancerequired for movement (breach laod level and the slots or fingersdesigned to provide sections long enough for these distances.

FIG. 7-1 shows two views of an embodiment of the CRS with sub assembliesshown in FIG. 7-2 to FIG. 7-9.

The embodiment shows several unique features including a reversibleLATCH support arrangement for front and rear facing deployment. Rotationfor egress and ingress, side aircushions, a movable inner shed forimpact injury reduction.

FIG. 7-2 shows the frame subassembly for the embodiment with latchtensioning assembly, that is reversible for rear and front facing seatdeployment. Central axis for rotation of the seat foot rest for frontfacing mode, that also is the support for the rear facing latchtensioning assembly.

FIG. 7-3 Shows an exploded view of the LATCH tension assembly.

FIG. 7-4 Shows the side aircushions that may be partially prefilled withporous materials and/or vented to control the impact characteristics. Italso shows a unique support structure for the bottom shock strip supportincluding a torsion resisting tube.

FIG. 7-5 Shows the subassembly for the inner shell supporting theoccupant including key elements of the main shock strip, the feet thatare supported by the frame, and the headrest assembly.

FIG. 7-6 shows the reinforced section that can have a Cross supportstrip attached and reinforced regions for the support of side supportelements on the outer shell or optional shock strips.

FIG. 7-7 shows the Cross support strip supporting ridge, the slot forstaples to go through the innershell to attach to the headrest, supportfeet and harness threading features.

FIG. 7-8 shows the head rest assembly

FIG. 7-9 shows the Headrest adjustment mechanism assembly.

FIG. 7-10 to FIG. 7-14 show several embodiments for a load limited thatmay be used on either the harness (as shown) or for the tether (with endattachments modified)

The embodiment of the CRS shown in FIG. 7-1 with sub assemblies in FIGS.7-2 to 7-9 has many new features.

Some of these features are as follows:

-   1. LATCH/ISOFIX tensioning mechanism for forward and rear facing    deployment including optional foot rest for front facing deployment

This feature has a pivoted mechanism that is robustly attached to theseat structure, that may swing forward for the rear facing seat and belocked in position with the holes 7-1018 on front brace with 7-1022 onLatch carrier with a engaging rod, for one or more inclinations with aFront brace 7-1005 having connection holes for different positions7-1018. (FIG. 4-3 shows an analogous position for rear facing seat.)FIG. 7-2 shows the Front brace/footrest 7-1005 which becomes a foot restin many embodiments for the front facing deployment with severalpositions enabled with the location of a pin through many holes 7-1020on the body of the seat. The same mechanism can be swung back to lockinto the frame (directly or indirectly) 7-1022 to 7-1023 with a securingrod, to provide a LATCH/ISOFIX for the front facing seat.

The Latch/ISOFIX support mechanism comprises a latch tensioningmechanism that can be used to tension the latches in a single operation,and a housing for the latches the details of which are disclosed in FIG.4-1 to FIG. 4-6 and the disclosure above.

The embodiment shows in FIG. 7-3 the (optional) connection 7-1014between the Latch/ISOFIX support and the central pivot rod 7-1013 whichis attached to the tether, thereby creating a rigid structure that isattached to the vehicle with the latches and the top tether. This willallow lighter construction of the rest of the seat as the load is bournby these elements.

-   2. Clasp mechanism and lock for egress ingress rotation of the seat.    -   The clasp and lock as shown in FIG. 7-2 are used to lock the        seat in the operating position and release the seat for egress        and ingress. The lock 7-1011 has its pivoting axis such that        compressive load on the 7-1010 and the lock 7-1011 will tend to        push the lock towards the lock position rather than the release        position.    -   The Clasp mechanism is also designed to fracture at a critical        load when side impact forces rise above a threshold to allow the        seat to rotate away from the impact.-   3. Main shock strip attachment to accommodate high torsional load    for transfer directly to the support points of the LATCH and the    tether. Inner shell support with feet for vertical support. The    present embodiment of the CRS has the main shock strip (that    supports much of the load of the seat during normal operation and    during impact loading) supported by a central arm 7-1028 which is    attached to the Main shock strip 7-1034. Moreover, in some    embodiments there is in addition a cavity 7-1026 supporting a tube    and a torsion brace tube 7-1025. The Torsion Brace tube has at its    two ends apertures to attach with rod to the shock strip 7-1027 and    in the rear to attach to the central Pivot Rod 7-1013.-   4. Rear support for Main shock strip. The Main shock strip may have    a support at the bottom rear to prevent the compression of the shock    strip under intense loading in a front impact or to accommodate    heavier occupants.-   5. Side impact aircushion. These side impact outside aircushions    7-1004 are attached to the outer shell/frame 7-1003. These may be    partially filled with porous materials and vented.-   6. Head Rest assembly including support for harness within the    architecture for a moving inner shell for impact protection for    either or both of side and front impact. The headrest assembly for    the CRS may include the support for the harness as well and thereby    allow the adjustment of height to be for both the headrest and the    harness. The CRS embodiment shown has a dynamic inner shell and    therefore cannot have the conventional architecture for the    adjustment of the headrest height. Such adjustment mechanisms need    to be mounted on the (dynamic) inner shell. The architecture shown    illustrates the (optional) Brace section 7-1035 that is attached to    the Main shock strip 7-1034. The Brace section provides a sliding    surface for the adjuster tube 7-1044 and also has notches that will    capture the ends of the Latch pins 7-1060. (the Brace section may be    excluded if the inner shell 7-1002 has the section molded for    sliding and recesses for the latch pins). Bothe the Brace Section    and the Main Shock strip are secured to the inner shell 7-1002. The    Adjuster tube contains the adjuster latch mechanism. It is also    attached to the staples 7-1033. The staple legs go through slots on    the back of the inner shell 7-1036 to reach the headrest 7-1032 and    the Brace Plate 7-1033 to which they are secured. This assembly will    allow the adjuster tube along with the staples and the head rest ad    brace plate to move together as the adjuster tube slides in the    Brace section. The position of the adjuster tube and thereby the    headrest and brace plate will be determined by which slot in the    Brace section is used for the ends of the pins protruding from the    Latch pins 7-1060. The headrest has a slot for the harness 7-1048    and a recessed section below it for the rear section of the harness    after threading through the holes. In addition a lateral bar may be    positioned just under the harness apertures 7-1048 and recessed into    the headrest structure and extending right across the headrest    structure and secured to the brace plate behind for further support    of the harness under load conditions in impact.    -   Under front impact conditions the harness will pull forward and        the force will be transferred from the headrest 7-1032 (and the        lateral bar if installed) to the brace plate and the staples        through to the adjuster tube 7-1044 which will be wedged into        the brace section. Some embodiments may even have an angled        cross section so that the adjuster tuba is designed to wedge        securely into the section of the Brace section thereby        minimizing further movement of the headrest relative to the        Brace section. The Brace section is attached to the Main shock        strip at the bottom and to the (optional) bunge sling 7-1037        which are both connected tot eh Outer Shell/frame and therefore        moderates movement. Notably in the absence of the Brace section        the connections are made tot eh body of the innershell as the        adjuster tube win slide in a recess on the innershell directly.-   7. Side impact support:    -   Side impact support for the inner shell is provided with        reinforces section that sits on the raised section 7-1031 that        traverses the brace section and the adjuster tube by going over        it. It I secured to the inner shell and will support the inner        shell on the sides by bracing it. A tensile load will result on        the strip which can be better with stood with connection over        the center of the inner shell to the far side of the innershell.        This cross support strip contacts either the outer shell/frame        directly or indirectly with spring shock strip sections.    -   A second pair of (optional) side contacts may be made between        the innershell and the outer shell frame FIG. 7-4 shows the        outer shell frame with two lower prongs on each side that will        support these forces.    -   Finally during side impact the inner shell will tend to tilt at        the top towards the impact as the support forces are largely at        the lower end of the shell. This movement is minimized with the        support legs 7-1008 that sit on the frame assembly 7-1007. The        frame surface is countoured to allow sliding of the legs as the        outershell/frame pivots for egress and ingress.-   8. Harness topology and support. The harness is threaded through the    headrest slots and down on the inner side of the innershell to the    slot at the bottom rear of the innershell 7-1051 into a recess that    lies below the main shock strip. It then emerges at the front of the    innershell where a conventional harness adjuster may be mounted for    ease of access. Notably under impact conditions the tension in the    harness will need to be supported by the bottom of the inner shell    material (harness lies below it after passing through the slot).    This section of the innershell bottom may be reinforces with a plate    that is attached to the same fasteners as the main shock strip.-   9. The Head rest adjuster mechanism that lies in the adjuster tube    has a pair of adjuster plates 7-1039 that straddle the latch    7-1040/7-1041 (there may be multiple latches along the length of the    adjuster plate with corresponding recesses on the Brace section and    apertures on the adjuster tube). The Latch(es) are spring loaded and    will be the normal position 7-1040. Pins are Inserted between the    adjuster plates through aperture 7-1055. These pins lie below the    latch arms. The lower end of the Latch (es) is attached to the    adjuster tube with one or more central pins 7-1056. The latch pins    on the ends go through holes on the adjuster tubeand protrude into    the recesses on the Brace frame and thereby lock the adjuster tube    in a position on the brace frame preventing sliding on the brace    frame. When the adjuster plates are raised the pins attached to the    adjuster plates through the apurtures 7-1055. This pushes the arms    of the Latch inwards and retracts the pins at the ends into the    adjuster tube thereby allowing the adjuster tube to slide inside the    brace section. Pulling up the adjusterplates Is facilitated with the    handle 7-1042 attached thereto. For ease of operation a second    handle 7-1045 is attached to the adjuster tube. A spring 7-1043 may    be interposed between the adjuster plates and the adjuster tube.    Load Limiters that May be Used with the Harness and Tether in CRS.

FIG. 7-10 to FIG. 7-14 show several embodiments for a load limited thatmay be used on either the harness (as shown) or for the tether (with endattachments modified)

This class of load limiters are designed to have controllable forcedisplacement characteristics by bending strips of material. The widthand thickness of the strips at different points along their length ofdisplacement will determine the force at that point of displacement. Theprincipal application in the CRS is to have constant forces over a givendisplacement which may be achieved with a constant cross section for thestrip for that length. However, it may be desired to have multiple“plateau”s of constant force to cater for different loads on the CRS.This can be done with multiple cross sections along the length of thestrip.

For example in FIG. 7-11 we have a cut out on the strip that changes thecross section for part of the length. When this section is bent it willshow a lower force whereas when the full section is bent it will have alarger constant force.

One issue that needs to be overcome for a lower initial force plateauand a higher force plateau later, is the problem that the smaller crosssection needs to pull the wider cross section through the process ofbending. If the differences in cross section are large the narrowsection will begin to extend substantially ion preference to bending thewider cross section. The solution in FIG. 7-14 addresses this problem byhaving two separate strips. This embodiment will be described later.

The embodiments shown bent the strip over a roller (although a lowfriction rod may be used) the angle over which it is bent may be variedfor example FIG. 7-12 vs 7-13. Also the strip may be supported on theside before bending by friction on a wedge (as in FIG. 7-13) or aretaining structure (as in FIG. 7-12) or with a secondary roller (FIG.7-10, 7-11, 7-14).

In the load limier embodiments shown the deformable strip 7-2002 is bentover a main roller 7-2000. One of the attachment points for the harnessor the tether is to the end of the strip 7-2002. The roller is pivotallyattached to the housing or body 7-2005 which attached to the secondattachment point. Notably the first and second attachment points can bethe attachment points to the harness tensioning webbing section and thetwo harness sections that go to the front of the child seat.

FIG. 7-10 show the embodiment with two rollers 7-2000 and 7-2001 forbending the strip as the upper hook 7-2004 pulls the strip out of thebody 7-2005 which is attached to the Lower hook 7-2003.

FIG. 7-11 shows a version with a cut out on the strip that will reducethe force between the attachment points as the reduced section 7-2006 ofthe strip is bent around the main roller. The force will rise when thefull section reaches the main roller. Any of the embodiments shown canhave this reduced section feature. Moreover the reduced section featurecan have a variable section to have a varying force.

FIG. 7-12 Shows an embodiment that uses only one roller and has a lowfriction contact with the body for the strip 7-2002 FIG. 7-13 shows anembodiment that has a reduced angle of distortion of the strip. It usesa wedge 7-2009 to deform the strip over the roller although a secondaryroller can be used with its contact surface in the same location as thewedge.

FIG. 7-14 uses two strips for two plateaus of force. The Firstdeformable strip 7-2002A has a slot in it 7-2007 which engages a pinattached to a hole 7-2008 on the second strip. When there is tensionapplied between the upper and lower hooks, the first strip bends overthe roller as the pin slides through the slot 7-2007. When the pin7-2008 reaches the end of the slot the second strip is also pulled alongand therefore its cross section is also bent and therefore the forcerises to the second plateau.

CONCLUSIONS, RAMIFICATIONS & SCOPE

It will become apparent that the present invention presented, provides anew paradigm for implementing key safety features comfort andconvenience features for occupants in vehicles.

1. A system of modular vehicle occupant supports, wherein said modularoccupant supports are in two or more tiers and wherein each tiercomprises a plurality of modular occupant supports, and wherein themodular occupant supports in the second tier are offset laterally withregard to the modular occupant supports in the first tier, and whereinthe first tier of modular occupant support have direct egress andingress access to occupants, and wherein egress and ingress to each ofthe modular occupant supports in the second tier requires a means forelevating the occupant, and wherein means for such elevation for each ofsaid modular occupant supports on the second tier is a set of stairslocated along a side wall of one of said modular occupant supports onthe first tier, thereby providing means for egress and ingress of anoccupant in the second tier without limiting space egress and ingress ofthe occupant in the first tier, said limiting of space being determinedby one of both of the extent of offset of the second tier relative tothe first tier and the width of the stairs.
 2. A system of modularvehicle occupant supports as in claim 1, wherein one or more of the setof stairs and the bottom of the modular occupant support on the secondtier served by said set of stairs have attached there between a rearwall that acts as a shear plane for bracing the modular occupant supportas part of the system of modular occupant supports in the event of asubstantially lateral loading.
 3. A system of modular vehicle occupantsupports as in claim 1, wherein at least one of said modular vehicleoccupant supports has an occupant facing direction, and comprises a seatback with a bottom edge and a seat bottom with a front and a rear edge,wherein said seat back is connected pivotally along its bottom edge tothe rear edge of the seat bottom, and wherein said seat back issupported pivotally at a predetermined distance from its lower edge, andsaid seat bottom is supported at a predetermined distance from its frontedge by one or more sliding surfaces enabled to slide along a surface onthe support structure of the modular occupant support, such that as theseat back pivots about its support from a sitting position to a flat bedposition, the sliding surface of the seat bottom follows a trajectorydefined by the sliding surface on the support structure such that ateach angle of orientation of the seat back the height of the slidingsurface on the seat bottom may be predefined and thereby the angle ofthe seat bottom may be controlled for the comfort of the passenger.
 4. Asystem of modular vehicle occupant supports as in claim 3, wherein atleast one of said modular vehicle occupant supports further comprises aretractable leg rest, retractable into the seat bottom, and where insaid actuator is enabled to move the pivot point of the seat back andbottom about an arc from the sitting position to the flat bed positionand thereafter, following the activation of one or more limit switchedat a predetermined angle of the seat back, pushes said foot rest out ofthe seat bottom, thereby creating a single mechanism for the actuationof the modular occupant support.
 5. A system of modular vehicle occupantsupports as in claim 4, wherein at least one of said modular vehicleoccupant supports comprises multiple limit switches to enable theactuation of the leg rest at different inclinations of the seat back. 6.A system of modular vehicle occupant supports as in claim 1, whereinsaid modular occupant supports are inclined to the lateral direction ofthe vehicle, and thereby a front of a first side of each of the modularvehicle occupant supports is longer than a front of a second side, andwherein the stairs are located on the first side thereby one or both ofincreasing the space available behind the stairs for a lower tieroccupant and easing egress and ingress for the lower tier occupant.
 7. Asystem of modular vehicle occupant supports as in claim 1, wherein saidmodular occupant supports are inclined to the lateral direction of thevehicle, and thereby a rear of a first side of each of the modularvehicle occupant supports is shorter than a rear of a second side andwherein the direction of motion of the vehicle is from the first side tothe second side, said seat back further comprising a substantiallyvertical surface on the second side of the seat back to support theoccupant in the event of a rapid deceleration of the vehicle.
 8. Asystem of modular vehicle occupant supports as in claim 1, wherein saidmodular occupant supports are inclined to the lateral direction of thevehicle, and thereby a rear of a first side of each of the modularvehicle occupant supports is shorter than a rear of a second side andwherein the direction of motion of the vehicle is from the first side tothe second side, and further comprising a support structure that iscurved in the direction of the front of the vehicle to accommodateloadings in the event of a rapid deceleration of the vehicle.
 9. Asystem of modular vehicle occupant supports as in claim 1, wherein saidfirst tier of modular occupant supports are supported by an array offoot frames, wherein said foot frames are locked to seat tracks of thevehicle with support linkages comprising spring damper properties toreduce the spikes in inertial loading upon rapid deceleration of thevehicle.
 10. A system of modular vehicle occupant supports as in claim1, wherein the modular occupant supports are supported by adjoiningmodular occupant supports with flanges that transfer torsional loadingsduring rapid deceleration of the vehicle, thereby neutralizing thecompressive loading at the front and the tensile loading at the back ofeach modular occupant support thereby minimizing the net restrainingforce required by the support structure for said system of modularoccupant supports during rapid deceleration of the vehicle, and whereinsaid flanges may be retracted for removal and reinstallation of saidmodular vehicle occupant supports.
 11. A system of modular vehicleoccupant supports as in claim 1, wherein the occupant supports in thesecond tier comprise one or both of an integrated oxygen system supportand a video screen support for the occupant on an elevated stalk. 12.(canceled)
 13. (canceled)
 14. (canceled)
 15. (canceled)
 16. (canceled)17. (canceled)
 18. (canceled)
 19. In a CRS a mechanism for protection ofthe occupant in an impact one or both of: a harness load limiter adaptedto limit the peak load on the harness by one of: friction, compressing acrushable element, compressing a spring damper element; breaking atleast one fracture neck at a predetermined force and thereafterdeforming a deformable element following the fracture of each neck;deforming deformable fingers at a predetermined force; and a chinrest/guard attached to the front of the harness, enabled to one of bothof: support the chin of the occupant during a front impact; and supportthe head of the occupant for sleep under normal conditions. 20.(canceled)
 21. In a CRS a mechanism for protection of the occupant in animpact a support shell for the occupant pivotally attached about asubstantially vertical pivot axis to the support frame attached to thevehicle, wherein the support shell is retained in the normal positionwith a pair of clasps on either side locked in place with a lock thatreinforces engagement upon compressive loads, wherein said clasp isadapted to fracture at a predetermined lateral load on the support shellto enable the occupant to move away from the impact.
 22. In a CRS amechanism for protection of the occupant in an impact a central mainshock strip that supports the inner shell supporting the occupant,wherein the main shock strip is supported by a central arm attached tothe support structure of the CRS.
 23. In a CRS a mechanism forprotection of the occupant in an impact as in claim 22 wherein thecentral arm comprises a torsion resisting tube to resist torsion of themain shock strip during lateral impact loading, wherein the torsionresisting tube is attached at its front end to the main shock strip andat its rear end to the support structure of the CRS.
 24. In a CRS amechanism for protection of the occupant in an impact as in claim 23,wherein the central arm is attached to a outer shell/frame which ispivotally attached to the support frame of the CRS with a central axle,and wherein the attachment of the rear end of the torsion resistant tubeis to the central axle.
 25. (canceled)
 26. In a CRS a mechanism forprotection of the occupant in an impact as in claim 22, a dynamicinnershell supporting the occupant, wherein the head rest and harnesssupport are attached to said dynamic innershell with a adjustmentmechanism for raising and lowering the headrest and harness support,further comprising a routing of the harness on the inside of the back ofthe innershell from the adjustable head and harness support, and belowthe bottom of the innershell in a slot above the main shock strip to theharness adjustment lock at the front bottom of the innershell. 27.(canceled)
 28. (canceled)
 29. In a CRS a mechanism for protection of theoccupant in an impact, a load limiter attached on the load path of aharness as in claim 19, wherein said load limiter is enabled by thebending of a strip of deformable material of a predetermined width andthickness at each point along its length.
 30. In a CRS a mechanism forprotection of the occupant in an impact, a harness system comprising aload limiter attached on the load path of a harness as in claim 29,wherein the cross section of the strip is one of: constant therebyenabling a constant maximum load on the harness; a variable crosssection along its length to enable a variable maximum load at differentpoints of extension of the load limiter; and has a plurality of sectionseach with a constant cross section, thereby enabling a plurality offixed forces, as the load limiter extends thereby enabling predeterminedmaximum loads at different extensions of the load limiter. 31.(canceled)
 32. (canceled)
 33. In a CRS a mechanism for protection of theoccupant in an impact with an innershell supported by a main shock stripattached to a pivoting outer shell as in claim 22, to enable rotationfor egress and ingress relative to a frame attached to a vehicle, a pairof legs on the innershell supported by the frame on a sliding surface onthe frame to support the inner shell under lateral impact conditions.